WO2021238022A1 - 一种纯电动车型整车can网络拓扑结构 - Google Patents

一种纯电动车型整车can网络拓扑结构 Download PDF

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Publication number
WO2021238022A1
WO2021238022A1 PCT/CN2020/121180 CN2020121180W WO2021238022A1 WO 2021238022 A1 WO2021238022 A1 WO 2021238022A1 CN 2020121180 W CN2020121180 W CN 2020121180W WO 2021238022 A1 WO2021238022 A1 WO 2021238022A1
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WIPO (PCT)
Prior art keywords
vehicle
network topology
chassis
controller
gateway
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PCT/CN2020/121180
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English (en)
French (fr)
Inventor
王金柱
王俊红
黄苏杭
谭福伦
吕松林
吴琼
朱勋龙
王雪飞
葛红亮
谭孝芹
郑航
顾陈林
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金龙联合汽车工业（苏州）有限公司
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Publication of WO2021238022A1 publication Critical patent/WO2021238022A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40006—Architecture of a communication node
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
    • H04L41/08—Configuration management of networks or network elements
    • H04L41/0803—Configuration setting
    • H04L41/0823—Configuration setting characterised by the purposes of a change of settings, e.g. optimising configuration for enhancing reliability
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
    • H04L41/12—Discovery or management of network topologies
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40208—Bus networks characterized by the use of a particular bus standard
    • H04L2012/40215—Controller Area Network CAN
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40267—Bus for use in transportation systems
    • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle

Definitions

  • the invention belongs to the field of network topology structure, and relates to a CAN network topology structure of a pure electric vehicle model.
  • the purpose of the present invention is to provide a pure electric vehicle that distributes and arranges vehicle CAN communication equipment through a gateway, solves the problem of high CAN bus load rate, reduces the number of error frames, prevents the vehicle CAN network from being paralyzed, and ensures the safety of the vehicle.
  • Vehicle CAN network topology
  • the technical scheme of the present invention is: a complete vehicle CAN network topology structure of a pure electric vehicle, including: complete vehicle CAN network topology, pure electric gateway message protocol, and complete vehicle CAN network wiring harness;
  • the vehicle CAN network topology includes one CAN-A for power system, two CAN-B for power system, one CAN-K for body system, one CAN-S for chassis system, CAN-D for charging, two CAN-M for body system, Accessory system one CAN-Q; the power system one CAN-A is used to configure the vehicle safety system, the power system two CAN-B is used to configure the power safety system, and the body system one CAN-K is used to configure Body control system.
  • One CAN-S of the chassis system is used to configure the chassis safety control system, the charging CAN-D is used to configure the charging equipment, and the two CAN-M of the body system are used to configure the bus control system.
  • the accessory system CAN-Q is used to configure the accessory system;
  • the pure electric gateway message protocol forwards the data message on CAN-A of the power system to CAN-K of the body system for bus instrument display, and transfers the data messages on CAN-K of the body system to CAN-K.
  • the bus instrument control information is forwarded to CAN-A of the power system for vehicle control strategy, and data messages on CAN-S of the chassis system are forwarded to CAN-A of the power system for vehicle control.
  • Strategy execution forwarding the data messages on one CAN-A of the power system and CAN-K of the body system to the CAN-Q of the accessory system for monitoring background data transmission.
  • the data message on CAN-Q is forwarded to CAN-K of the body system for instrument display;
  • the vehicle CAN network wiring harness is designed according to the vehicle CAN network topology.
  • the power system CAN-A one way includes at least one of a gateway, a vehicle controller, a data collector, a battery management system, a battery air conditioner, a shift panel, a battery fire extinguisher, ATS control, and a high-voltage cabinet. kind;
  • the two-way CAN-B of the power system includes at least one of a motor controller and a gearbox controller;
  • One CAN-K of the body system includes gateway, smart rainfall, steering prompt sound, switch bar controller, light controller, one-button start controller, central control screen, multi-function steering wheel, tire pressure controller, and standard air conditioning panel , At least one of the standard air-conditioning controller and driving recorder;
  • the CAN-S channel of the chassis system includes at least one of a gateway, an electronically controlled air suspension system, an anti-lock braking system, an electronic braking force distribution system, a radar, an electronically controlled steering, a lane departure, and a domestic AEB;
  • the charging CAN-D includes at least one of a battery management system and an external charging device;
  • the two-way CAN-M of the body system includes at least one of a combination instrument, a slave station module, a master station module, and a switch module;
  • the accessory system one CAN-Q includes at least one ordering device of gateway, smoke alarm, LNG gas volume display, monitoring system, centralized lubrication, 360 surround view, electronic rearview mirror, and front and rear radar.
  • the ordering device also includes ordering air conditioner, ordering tire pressure, ordering 7-inch screen.
  • the vehicle CAN network topology also includes chassis system two-way CAN-T and chassis system three-way CAN-U;
  • the two-way CAN-T of the chassis system includes a domestic AEB, a first bridge valve and a second bridge valve;
  • the three-way CAN-U chassis system includes domestic AEB and domestic radar.
  • the terminals of the CAN-K line of the body system are the instrument extranet and the gateway respectively, and the terminals of the CAN-S line of the chassis system are the data Collector and vehicle controller, the terminals of one CAN-Q of the accessory system are gateways and monitors respectively, and the terminals of CAN-A of the power system are vehicle controllers and data collectors respectively;
  • the original OBD interface contains two CAN-M for the body system and one CAN-A for the power system.
  • the new OBD interface contains one CAN-K for the body system and one CAN-S for the chassis system.
  • the newly added OBD interface is installed at the passenger door inspection port on the instrument panel.
  • the further technical solution is: for a combination meter with a third CAN, the third channel of the combination meter is connected to a CAN-Q channel of the accessory system.
  • the CAN network topology of the entire vehicle is designed in sequence according to the different functions.
  • the message protocol of the pure electric gateway is redesigned, and the pure electric CAN is redesigned.
  • the wiring harness is redesigned according to the CAN network structure to solve the problem of high CAN bus load rate, reduce the number of error frames, effectively prevent the entire vehicle's CAN network from being paralyzed, and ensure the safety of the entire vehicle.
  • FIG. 1 is a schematic diagram of a complete vehicle CAN network topology of a pure electric vehicle CAN network topology provided by an embodiment of the present application;
  • FIG. 2 is a schematic diagram of a complete vehicle CAN network wiring harness of a pure electric vehicle CAN network topology provided by an embodiment of the present application.
  • Embodiment provides a CAN network topology structure of a pure electric vehicle.
  • the CAN network topology of a pure electric vehicle includes: vehicle CAN network topology and pure electric gateway message Protocol, vehicle CAN network wiring harness.
  • the vehicle CAN network topology includes one CAN-A for power system, two CAN-B for power system, one CAN-K for body system, one CAN-S for chassis system, CAN-D for charging, two CAN-M for body system, and accessory system
  • the charging CAN-D is used to configure the charging equipment
  • the two-way CAN-M of the body system is used to configure the bus control system
  • the one-way CAN-Q of the accessory system is used to configure the accessory system.
  • the pure electric gateway message protocol forwards the data message on CAN-A of the power system to the body system CAN-K for bus instrument display, and forwards the bus instrument control information on CAN-K of the body system to the power system
  • One CAN-A is used for the vehicle control strategy, and the data message on the chassis system CAN-S is forwarded to the power system.
  • the CAN-A is used for vehicle control strategy execution.
  • the power system is CAN-A and the body
  • the data message on CAN-K of the system is forwarded to the accessory system of CAN-Q for monitoring background data transmission, and the data message of CAN-Q of the accessory system is forwarded to the body system of CAN-K for instrumentation. show.
  • the vehicle CAN network wiring harness is designed according to the vehicle CAN network topology.
  • the CAN network topology of the whole vehicle is designed according to the different functions.
  • the CAN-A of the power system includes a gateway, a vehicle controller, a data collector (T-BOX), and a battery management system. (BMS), at least one of battery air conditioner, shift panel, battery fire extinguisher, ATS control, high voltage cabinet.
  • BMS battery management system.
  • the two-way CAN-B of the power system includes at least one of a motor controller and a gearbox controller.
  • the body system CAN-K includes gateway, smart rain volume, steering tone, switch bar controller, light controller, one-button start controller, central control screen, multi-function steering wheel, tire pressure controller, standard air conditioning panel, standard Equipped with at least one of air-conditioning controller, driving recorder (G-BOS), and combined instrument.
  • Chassis system one CAN-S includes gateway, electronically controlled air suspension system (ECAS), anti-lock braking system (ABS), electronic brake force distribution system (EBS), radar, electronically controlled steering, lane departure, domestic AEB At least one of.
  • ECAS electronically controlled air suspension system
  • ABS anti-lock braking system
  • EBS electronic brake force distribution system
  • radar electronically controlled steering
  • lane departure domestic AEB At least one of.
  • the charging CAN-D includes at least one of a battery management system (BMS) and an external charging device.
  • BMS battery management system
  • the external charging device may be a charging socket.
  • the two-way CAN-M of the body system includes at least one of a combination instrument, a slave station module, a master station module, and a switch module.
  • the instrument cluster is usually connected to the body system one CAN-K and the body system two CAN-M.
  • the third channel of the instrument cluster is connected to the accessory system CAN-Q.
  • the accessory system CAN-Q includes at least one ordering equipment of gateway, smoke alarm, LNG gas volume display, monitoring system, centralized lubrication, 360 surround view, electronic rearview mirror, and front and rear radar.
  • the ordering equipment also includes ordering air conditioners, ordering tire pressures, and ordering 7-inch screens.
  • the standard air conditioner is connected to the body system CAN-K in the gateway, and the order air conditioner is changed to the accessory system CAN-Q in the gateway.
  • Other ordering devices are designed on the accessory system CAN-Q according to the network architecture.
  • CAN gateways which are respectively connected to one CAN-A for the power system, one CAN-S for the chassis system, one CAN-K for the body system, and one CAN-Q for the accessory system.
  • the vehicle CAN network topology also includes chassis system two-way CAN-T and chassis system three-way CAN-U; chassis system two-way CAN-T includes domestic AEB, first bridge valve and second bridge valve; The three-way CAN-U chassis system includes domestic AEB and domestic radar.
  • the vehicle control information, motor, power battery, BMS, shifter and other data messages on CAN-A of the power system are forwarded to CAN-K of the body system for bus instrument display , Forward the bus instrument control information on CAN-K of the body system, such as air pressure, high temperature alarm, and rear hatch, to the power system of CAN-A, for the vehicle control strategy, and use the ABS and ABS on CAN-S of the chassis system.
  • the ECAS information is forwarded to the power system CAN-A for the execution of the vehicle control strategy, and the data messages on the power system CAN-A and the body system CAN-K (specifically according to customer needs) are forwarded to the accessory system.
  • CAN-Q is used to monitor background data transmission, and data messages such as centralized lubrication, tire pressure monitoring, and air conditioning temperature on CAN-Q of the accessory system are forwarded to CAN-K of the body system for instrument display.
  • the terminals of the CAN-K line of the body system are the instrument external network and the gateway respectively.
  • the data collector is changed to 3-way CAN, and the ABS is changed to the CAN-S of the chassis system.
  • the terminals of the CAN-S of the chassis system are the data collector and the vehicle controller.
  • Centralized lubrication, air conditioning, monitoring and other ordering equipment are on the accessory system CAN-Q.
  • the terminals of the accessory system CAN-Q are gateway and monitoring respectively.
  • the terminals of the CAN-A of the power system are the vehicle controller and the data collector respectively.
  • In the pure electric control wiring harness pay attention to the whole vehicle controller by 3 CAN.
  • the original OBD interface contains two CAN-M for the body system and one CAN-A for the power system.
  • the new OBD interface contains one CAN-K for the body system and one CAN-S for the chassis system.
  • the newly added OBD interface is installed at the service entrance of the passenger door on the instrument panel.
  • the wire harness is made in accordance with relevant standards, the wire adopts a double-core shielded wire, the twisting distance is 33 ⁇ 5 twists/m, the connectors and corresponding terminals are made of deutsch products, and each wire end of the wire harness must be obviously durable.
  • Line number mark, flame-retardant polyethylene corrugated pipe for outer wrapping material, mark on each CAN interface plug, affix permanent label, all shielding layers are connected to the electrical compartment under the driver, and no iron is applied to other positions.
  • the CAN network topology of the whole electric vehicle provided by this application is distributed and combined through the CAN communication equipment of the whole electric vehicle through the data gateway, and the CAN network topology of the whole vehicle is sequentially arranged according to different functions.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features. Therefore, the defined “first” and “second” features may explicitly or implicitly include one or more of these features. In the description of this application, unless otherwise specified, “plurality” means two or more.

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

本发明公开了一种纯电动车型整车CAN网络拓扑结构，包括：整车CAN网络拓扑、纯电动网关报文协议、整车CAN网络线束；整车CAN网络拓扑包括动力系统一路CAN-A、动力系统二路CAN-B、车身系统一路CAN-K、底盘系统一路CAN-S、充电CAN-D、车身系统二路CAN-M、附件系统一路CAN-Q；纯电动网关报文协议重新设计；整车CAN网络线束依据整车CAN网络拓扑设计。解决CAN总线负载率高的问题，降低了错误帧数量，有效防止整车CAN网络瘫痪，保证了整车行驶的安全。

Description

一种纯电动车型整车CAN网络拓扑结构 技术领域
本发明属于网络拓扑结构领域，涉及一种纯电动车型整车CAN网络拓扑结构。
背景技术
现阶段车辆技术不断发展，用户需求不断趋向舒适性、安全性、智能化等方面发展，新能源车辆新增加了EPB系统、CMS系统、疲劳驾驶系统、ADAS系统等设备，几乎所有的电器设备都需要与整车CAN网络对接，造成整车CAN网络负载率高，错误帧增多，甚至出现由于某一个设备故障造成整车CAN网络瘫痪的现象。目前单根CAN网络走天下的时代已不满足车辆安全设计，如何将整车CAN网络拓扑进行合理设计已然成为各大汽车制造厂不断提高设计水平、提高整车安全性的目标之一。
发明内容
本发明目的是：提供一种通过网关将整车CAN通讯设备进行分布组合排布，解决CAN总线负载率高，降低错误帧数量，防止整车CAN网络瘫痪，保证整车行驶安全的纯电动车型整车CAN网络拓扑结构。
本发明的技术方案是：一种纯电动车型整车CAN网络拓扑结构，包括：整车CAN网络拓扑、纯电动网关报文协议、整车CAN网络线束；
所述整车CAN网络拓扑包括动力系统一路CAN-A、动力系统二路CAN-B、车身系统一路CAN-K、底盘系统一路CAN-S、充电CAN-D、车身系统二路CAN-M、附件系统一路CAN-Q；所述动力系统一路CAN-A用于配置整车安全系统，所述动力系统二路CAN-B用于配置动力安全系统，所述车身系统一路CAN-K用于配置车身控制系统，所述底盘系统一路CAN-S用于配置底盘安全控制系统，所述充电CAN-D用于配置充电设备，所述车身系统二路CAN-M用于配置总线控制系统，所述附件系统一路CAN-Q用于配置附件系统；
所述纯电动网关报文协议将所述动力系统一路CAN-A上的数据报文转 发到所述车身系统一路CAN-K上用于总线仪表显示，将所述车身系统一路CAN-K上的总线仪表控制信息转发到所述动力系统一路CAN-A上用于整车控制策略，将底盘系统一路CAN-S上的数据报文转发到所述动力系统一路CAN-A上用于整车控制策略执行，将所述动力系统一路CAN-A、所述车身系统一路CAN-K上的数据报文转发到所述附件系统一路CAN-Q上用于监控后台数据传输，将所述附件系统一路CAN-Q上的数据报文转发到所述车身系统一路CAN-K上用于仪表显示；
所述整车CAN网络线束依据所述整车CAN网络拓扑设计。
其进一步的技术方案是：所述动力系统一路CAN-A包括网关、整车控制器、数据采集器、电池管理系统、电池空调、换挡面板、电池灭火器、ATS控制、高压柜中的至少一种；
所述动力系统二路CAN-B包括电机控制器、变速箱控制器中的至少一种；
所述车身系统一路CAN-K包括网关、智能雨量、转向提示音、开关条控制器、灯光控制器、一键启动控制器、中控屏、多功能方向盘、胎压控制器、标配空调面板、标配空调控制器、行车记录仪中的至少一种；
所述底盘系统一路CAN-S包括网关、电控空气悬架系统、防抱死制动系统、电子制动力分配系统、雷达、电控转向、车道偏离、国产AEB中的至少一种；
所述充电CAN-D包括电池管理系统、外部充电设备中的至少一种；
所述车身系统二路CAN-M包括组合仪表、从站模块、主站模块、开关模块中的至少一种；
所述附件系统一路CAN-Q包括网关、烟雾报警器、LNG气量显示、监控系统、集中润滑、360环视、电子后视镜、前后雷达中的至少一种点单设备。
其进一步的技术方案是：所述点单设备还包括点单空调、点单胎压、点单7寸屏。
其进一步的技术方案是：所述整车CAN网络拓扑还包括底盘系统二路CAN-T和底盘系统三路CAN-U；
所述底盘系统二路CAN-T包括国产AEB、第一桥阀和第二桥阀；
所述底盘系统三路CAN-U包括国产AEB和国产雷达。
其进一步的技术方案是：在所述整车CAN网络线束的设计中，所述车身系统一路CAN-K的终端分别为仪表外网和网关，所述底盘系统一路CAN-S的终端分别为数据采集器和整车控制器，所述附件系统一路CAN-Q的终端分别为网关和监控，所述动力系统一路CAN-A的终端分别为整车控制器和数据采集器；
原OBD接口内含所述车身系统二路CAN-M和所述动力系统一路CAN-A，新增OBD接口内含所述车身系统一路CAN-K和所述底盘系统一路CAN-S。
其进一步的技术方案是：所述新增OBD接口安装在仪表台上客门检修口。
其进一步的技术方案是：对于具有第三路CAN的组合仪表，所述组合仪表的第三路接入到所述附件系统一路CAN-Q。
本发明的优点是：
通过将纯电动车型的整车CAN通讯设备通过数据网关进行分布组合式排布，将整车CAN网络拓扑依据功能不同依次进行CAN总线设计，对纯电动网关报文协议重新设计，将纯电动CAN线束依据CAN网络结构重新设计，解决CAN总线负载率高的问题，降低了错误帧数量，有效防止整车CAN网络瘫痪，保证了整车行驶的安全。
附图说明
下面结合附图及实施例对本发明作进一步描述：
图1是本申请一个实施例提供的纯电动车型整车CAN网络拓扑结构的整车CAN网络拓扑示意图；
图2是本申请一个实施例提供的纯电动车型整车CAN网络拓扑结构的整车CAN网络线束示意图。
具体实施方式
实施例：本申请提供了一种纯电动车型整车CAN网络拓扑结构，结合参考图1和图2，该纯电动车型整车CAN网络拓扑结构包括：整车CAN网 络拓扑、纯电动网关报文协议、整车CAN网络线束。
整车CAN网络拓扑包括动力系统一路CAN-A、动力系统二路CAN-B、车身系统一路CAN-K、底盘系统一路CAN-S、充电CAN-D、车身系统二路CAN-M、附件系统一路CAN-Q；动力系统一路CAN-A用于配置整车安全系统，动力系统二路CAN-B用于配置动力安全系统，车身系统一路CAN-K用于配置车身控制系统，底盘系统一路CAN-S用于配置底盘安全控制系统，充电CAN-D用于配置充电设备，车身系统二路CAN-M用于配置总线控制系统，附件系统一路CAN-Q用于配置附件系统。
纯电动网关报文协议将动力系统一路CAN-A上的数据报文转发到车身系统一路CAN-K上用于总线仪表显示，将车身系统一路CAN-K上的总线仪表控制信息转发到动力系统一路CAN-A上用于整车控制策略，将底盘系统一路CAN-S上的数据报文转发到动力系统一路CAN-A上用于整车控制策略执行，将动力系统一路CAN-A、车身系统一路CAN-K上的数据报文转发到附件系统一路CAN-Q上用于监控后台数据传输，将附件系统一路CAN-Q上的数据报文转发到车身系统一路CAN-K上用于仪表显示。
整车CAN网络线束依据整车CAN网络拓扑设计。
示例性的，整车CAN网络拓扑依据功能不同依次进行CAN总线设计，如图1所示，动力系统一路CAN-A包括网关、整车控制器、数据采集器(T-BOX)、电池管理系统(BMS)、电池空调、换挡面板、电池灭火器、ATS控制、高压柜中的至少一种。
在实际应用中，高压柜是否接动力系统一路CAN-A，根据具体车型确认。
动力系统二路CAN-B包括电机控制器、变速箱控制器中的至少一种。
车身系统一路CAN-K包括网关、智能雨量、转向提示音、开关条控制器、灯光控制器、一键启动控制器、中控屏、多功能方向盘、胎压控制器、标配空调面板、标配空调控制器、行车记录仪(G-BOS)、组合仪表中的至少一种。
底盘系统一路CAN-S包括网关、电控空气悬架系统(ECAS)、防抱死制动系统(ABS)、电子制动力分配系统(EBS)、雷达、电控转向、车道偏离、国产AEB中的至少一种。
充电CAN-D包括电池管理系统(BMS)、外部充电设备中的至少一种。
可选的，外部充电设备可以是充电插座。
车身系统二路CAN-M包括组合仪表、从站模块、主站模块、开关模块中的至少一种。
组合仪表通常一路连接到车身系统一路CAN-K和车身系统二路CAN-M，对于具有第三路CAN的组合仪表，组合仪表的第三路接入到附件系统一路CAN-Q。
附件系统一路CAN-Q包括网关、烟雾报警器、LNG气量显示、监控系统、集中润滑、360环视、电子后视镜、前后雷达中的至少一种点单设备。
可选的，点单设备还包括点单空调、点单胎压、点单7寸屏。
标配空调连接到网关中的车身系统一路CAN-K，针对点单空调更改到网关中的附件系统一路CAN-Q，其他点单设备根据网络架构，设计在附件系统一路CAN-Q上。
CAN网关有四路，分别连接到动力系统一路CAN-A、底盘系统一路CAN-S、车身系统一路CAN-K、附件系统一路CAN-Q。
如图1所示，整车CAN网络拓扑还包括底盘系统二路CAN-T和底盘系统三路CAN-U；底盘系统二路CAN-T包括国产AEB、第一桥阀和第二桥阀；底盘系统三路CAN-U包括国产AEB和国产雷达。
在纯电动网关报文协议中，将动力系统一路CAN-A上的车辆控制信息、电机、动力电池、BMS、换挡器等数据报文转发到车身系统一路CAN-K上用于总线仪表显示，将车身系统一路CAN-K上的气压、高温报警、后舱门等总线仪表控制信息转发到动力系统一路CAN-A上用于整车控制策略，将底盘系统一路CAN-S上的ABS、ECAS信息转发到动力系统一路CAN-A上用于整车控制策略执行，将动力系统一路CAN-A、车身系统一路CAN-K上的数据报文(具体可以根据客户需求)转发到附件系统一路CAN-Q上用于监控后台数据传输，将附件系统一路CAN-Q上的集中润滑、胎压监测、空调温度等数据报文转发到车身系统一路CAN-K上用于仪表显示。
示例性的，本申请所实施的纯电动车型的部分网关报文协议如表1所示：
表1
Figure PCTCN2020121180-appb-000001
Figure PCTCN2020121180-appb-000002
结合参考图2，在整车CAN网络线束的设计中，车身系统一路CAN-K的终端分别为仪表外网和网关。数据采集器改为3路CAN，ABS改到底盘系统一路CAN-S上，底盘系统一路CAN-S的终端分别为数据采集器和整车控制器。集中润滑、空调、监控等点单设备在附件系统一路CAN—Q上，附件系统一路CAN-Q的终端分别为网关和监控。动力系统一路CAN-A的终端分别为整车控制器和数据采集器。纯电动控制线束中注意整车控制器由3路CAN。
原OBD接口内含车身系统二路CAN-M和动力系统一路CAN-A，新增 OBD接口内含车身系统一路CAN-K和底盘系统一路CAN-S。
可选的，新增OBD接口安装在仪表台上客门检修口。
示例性的，在实际应用中，线束按照相关标准制作，导线采用双芯屏蔽线，绞距33±5绞/m，插接件和相应端子采用deutsch产品，线束各导线端须有明显耐久的线号标志，外包裹材料用阻燃聚乙烯波纹管，每个CAN接口插头上做好标记，贴永久标签，所有屏蔽层共同搭铁于司机下电器仓，其他位置不搭铁。
综上所述，本申请提供的纯电动车型整车CAN网络拓扑结构，通过将纯电动车型的整车CAN通讯设备通过数据网关进行分布组合式排布，将整车CAN网络拓扑依据功能不同依次进行CAN总线设计，对纯电动网关报文协议重新设计，将纯电动CAN线束依据CAN网络结构重新设计，解决CAN总线负载率高的问题，降低了错误帧数量，有效防止整车CAN网络瘫痪，保证了整车行驶的安全。
术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或隐含所指示的技术特征的数量。由此，限定的“第一”、“第二”的特征可以明示或隐含地包括一个或者更多个该特征。在本申请的描述中，除非另有说明，“多个”的含义是两个或者两个以上。
上述本申请实施例序号仅仅为了描述，不代表实施例的优劣。
以上所述仅为本申请的较佳实施例，并不用以限制本申请，凡在本申请的精神和原则之内所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (7)

  1. 一种纯电动车型整车CAN网络拓扑结构，其特征在于，包括：整车CAN网络拓扑、纯电动网关报文协议、整车CAN网络线束；
    所述整车CAN网络拓扑包括动力系统一路CAN-A、动力系统二路CAN-B、车身系统一路CAN-K、底盘系统一路CAN-S、充电CAN-D、车身系统二路CAN-M、附件系统一路CAN-Q；所述动力系统一路CAN-A用于配置整车安全系统，所述动力系统二路CAN-B用于配置动力安全系统，所述车身系统一路CAN-K用于配置车身控制系统，所述底盘系统一路CAN-S用于配置底盘安全控制系统，所述充电CAN-D用于配置充电设备，所述车身系统二路CAN-M用于配置总线控制系统，所述附件系统一路CAN-Q用于配置附件系统；
    所述纯电动网关报文协议将所述动力系统一路CAN-A上的数据报文转发到所述车身系统一路CAN-K上用于总线仪表显示，将所述车身系统一路CAN-K上的总线仪表控制信息转发到所述动力系统一路CAN-A上用于整车控制策略，将底盘系统一路CAN-S上的数据报文转发到所述动力系统一路CAN-A上用于整车控制策略执行，将所述动力系统一路CAN-A、所述车身系统一路CAN-K上的数据报文转发到所述附件系统一路CAN-Q上用于监控后台数据传输，将所述附件系统一路CAN-Q上的数据报文转发到所述车身系统一路CAN-K上用于仪表显示；
    所述整车CAN网络线束依据所述整车CAN网络拓扑设计。
  2. 根据权利要求1所述的纯电动车型整车CAN网络拓扑结构，其特征在于，所述动力系统一路CAN-A包括网关、整车控制器、数据采集器、电池管理系统、电池空调、换挡面板、电池灭火器、ATS控制、高压柜中的至少一种；
    所述动力系统二路CAN-B包括电机控制器、变速箱控制器中的至少一种；
    所述车身系统一路CAN-K包括网关、智能雨量、转向提示音、开关条控制器、灯光控制器、一键启动控制器、中控屏、多功能方向盘、胎压控制器、标配空调面板、标配空调控制器、行车记录仪中的至少一种；
    所述底盘系统一路CAN-S包括网关、电控空气悬架系统、防抱死制动系统、电子制动力分配系统、雷达、电控转向、车道偏离、国产AEB中的 至少一种；
    所述充电CAN-D包括电池管理系统、外部充电设备中的至少一种；
    所述车身系统二路CAN-M包括组合仪表、从站模块、主站模块、开关模块中的至少一种；
    所述附件系统一路CAN-Q包括网关、烟雾报警器、LNG气量显示、监控系统、集中润滑、360环视、电子后视镜、前后雷达中的至少一种点单设备。
  3. 根据权利要求2所述的纯电动车型整车CAN网络拓扑结构，其特征在于，所述点单设备还包括点单空调、点单胎压、点单7寸屏。
  4. 根据权利要求2所述的纯电动车型整车CAN网络拓扑结构，其特征在于，所述整车CAN网络拓扑还包括底盘系统二路CAN-T和底盘系统三路CAN-U；
    所述底盘系统二路CAN-T包括国产AEB、第一桥阀和第二桥阀；
    所述底盘系统三路CAN-U包括国产AEB和国产雷达。
  5. 根据权利要求2所述的纯电动车型整车CAN网络拓扑结构，其特征在于，在所述整车CAN网络线束的设计中，所述车身系统一路CAN-K的终端分别为仪表外网和网关，所述底盘系统一路CAN-S的终端分别为数据采集器和整车控制器，所述附件系统一路CAN-Q的终端分别为网关和监控，所述动力系统一路CAN-A的终端分别为整车控制器和数据采集器；
    原OBD接口内含所述车身系统二路CAN-M和所述动力系统一路CAN-A，新增OBD接口内含所述车身系统一路CAN-K和所述底盘系统一路CAN-S。
  6. 根据权利要求5所述的纯电动车型整车CAN网络拓扑结构，其特征在于，所述新增OBD接口安装在仪表台上客门检修口。
  7. 根据权利要求2所述的纯电动车型整车CAN网络拓扑结构，其特征在于，对于具有第三路CAN的组合仪表，所述组合仪表的第三路接入到所述附件系统一路CAN-Q。
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